Safety device for automatic train-control systems.



W. K. HOWE.

SAFETY DEVICE FOR AUTOMATIC TRAIN CONTROL SYSTEMS,

APPLICATION FILED JULY 27.1915.

Patented Jan. 14, 1919.

llVVE/VTOR ATTORNEY UNITED STATE PATENT OFFICE.

WINTHROP K. HOWE, OF ROCHESTER, NEW YORK, ASSIGNOR T GENERAL RAILWAY SIGNAL COMPANY, OF GATES. NEW YORK, A CORPORATION OF NEW YORK.

SAFETY DEVICE FOR AUTOMATIC TRAIN-CONTROL SYSTEMS.

To all whom 2'25 may concern:

Be it known that I, lVixTuaor K. HOWE, a citizen of the 'United States, and resident of the city of Rochester, in the county of Monroe and State of New York, have invented a new and useful Safety Device for Automatic T rain-Control Systems, of which the following is a specification.

This invention relates to safety devices for automatic train control systems, and more particularly to safety devices for such systems which employ as a part of the controlling mechanism a speed indicating'device operatively connected to the wheels of the train.

One of the principal objects of the invention is to provide a safety device for verifying the integrity of the operative connection between a speed indicating device carried on a railway vehicle and the wheels or axle of said vehicle, which safety device will automatically show when this operative connection between said speed indicating device and the wheels or axle of said vehicle is broken or inoperative for any reason.

A further object of the invention is to provide a safety device which will automatically apply the brakes on a vehicle whenever any of the mechanical parts connecting a speed indicating device carried by said vehicle and the wheels of said vehicle becomes broken.

Other objects and advantages will appear as the description of the invention progresses, and the novel features of the invention will be particularly pointed out in the appended claims.

Generally stated, the invention consists in providing a normally closed circuit for an alarm device or brake controlling mechanism which includes two partial circuits in parallel, one of said partial circuits being closed when the speed indicating device is operated to indicate a certain low speed, and the other partial circuit being closed when the vehicle is at rest but being opened after the controller for supplying power to the vehicle has been moved to a position suflicient to cause the vehicle to attain the above mentioned low speed.

The invention further consists in the parts, and in the arrangements and combinations of parts, more fully set forth hereinafter.

In describing the invention in detail, reference is had to the accompanying drawing,

Specification of Letters Patent.

Patented Jan. 14, 1919.

Application filed July 27, 1915. Serial No. 42,167.

wherein I have illustrated a preferred physical embodiment of my invention, and wherein like characters of reference designate corresponding parts throughout the several views, and in which:

The figure shows diagrammatically one embodiment of the invention applied to an electrically propelled car, the parts being shown in the position which they assume when the car is at rest.

Referring to the accompanying drawing, only one wheel 1 and axle 2 of the car is shown, said axle 2 having a beveled gear 3 fixed thereto. Fixed in any suitable way to the frame of the car, not shown, are two supports 4 and 5; and in the lower support 5 is journaled a shaft 6 having two collars 7 pinned thereto, which are arranged one above and one below said support 5 and which serve to hold said shaft (5 in place. To the lower end of the shaft 6 is fixed beveled gear 8 which meshes with the beveled gear 3 secured to the car axle 2. J ournaled in a recess in the upper end of the shaft 6 is a small shaft 9, the upper end of which is journaled in the upper support 4. and is provided with collars 1O pinned thereto and serving to prevent upward and downward movement of said small'shaft. Slidably mounted on the small shaft 9 is a sleeve 11 of insulating material to which are secured two contact rings 12 and 13 respectively; and cooperating with these contact rings are two pairs of contact springs 14-44 and 1515 respectively,supported in any suitable manner adjacent said sleeve 11. To the lower end of the sleeve 11 is secured a member 16, and to the upper end of the shaft 6 is secured a member 17; and to the member 16 and the member 17 arepivotally connected two pairs of pivoted links 18, each pair of which carries a ball weight 19. Encircling the shaft 9 and interposed between the members 16 and 17 is a compression coil spring 50.

The device for controlling the supply of power to the motors of the car is shown diagrammatically as a controller of a well known construction, having a handle 20 for operating the usual cont-roller drum 21. This controller drum 21 has fixed thereto a contact strip 22, which cooperates with a pair of contact fingers 23 suitably supported adjacent thereto, said fingers 23 being in contact with the strip 22 while the controller which communicates with the brake pipe 25' of the well known pneumatic system of railway brakes. The valve proper comprises a plunger 26 which is also the core of a coil or solenoid 27, and which is arranged to be pressed a ainst its seat in chamber 24 when the coil 2 is energized.

Operation :The parts of the safety device embodying the invention are shown in the position which they assume when the car is at rest. The controller contacts comprising the contact strip 22 and the contact fingers 23 are closed, the upper pair of contact springs 14-1-:t are in contact with the ring 12 of the sleeve 11, and the lower pair of contact springs 15-15 are not in contact with the ring 13, but are a short distance below said ring. With the parts in this position, the coil 27 of the electro-pneumatic valve V is energized from a localsource of current, such as a battery 28, according to a circuit which may be traced as follows battery 28, conductor 29, coil 27, conductors 30 and 31, contact spring 14, rin 12, contact spring 14, conductors 32 an 33, contact finger 23, contact strip 22, contact fin-' ger 23, and conductors 34, 35 and 36 back to the battery 28. When the controller handle 20 is moved to supply power to the motors of the car, for the first three or four power positions of the controller handle 20, the.

contact strip 22 and the contact finger 23 remain in contact. As soon as power is supplied to the motors of the car the wheels 1 thereof commence to turn, causing the shaft 6 to be driven by means of themes hing beveled gears 3 and 8, and whenthe shaft 6 revolves it carries with it the ball weights 19, which, due to the rapid rotation of said shaft, are thrown outwardly by centrifugal force to draw the sleeve 11 downwardly, in the same way as the well known ball governor operates. When the sleeve 11 has been drawn downwardly a short distance the pair of contact springs 1515 makes electrical contact with the ring 13,,thereby forming a shunt around the contact strip 22 and the contactxfingers 23, and establishing another circuit for energizing the coil 27 of the electro-pneumatic valve V as follows; battery 28, conductor 29, coil 27,.conductors 30 and 31, contact spring 14, ring 12, contact spring 14, conductors 32 and 37, contact spring 15, ring 13, contact -spring 15, and conductors 38, 35 and 36 backto the battery 28. In this way, the coil 27 of the valve V will remain energized after the controller handle 20 has been moved to a position beyond the positions im which the contact fingers23 engage the contact strip 22, providing the speed indicator has been op'eratedto move the sleeve 11. The parts are so proportioned that the contact springs 1515 will maintain electrical contact with the ring 13 for all speeds above a certain low speed up to the point in the movement of the sleeve 11 where the ring 12 breaks contact with the pair of contactsprings 14, which occurs. at a redetermined maximum speed'at which it IS desired to automatically apply the brakes. When the car exceeds this predetermined maximum speed and the ring 12 is out of contact with the contact springs 14, the supply of current supplied from the battery 28 to the coil 27 of the electro-pneumatic valve V is interrupted, and the air pressure in the train pipe 25 and in the chamber 24 raises the plunger 26 from its seat and permits a reduction of pressure in the train pipe 25 suflicient to cause automatic application of the brakes, as will-be clearly understood by those skilled in the art of braking railway vehicles.

Assume. that some part of the mechanical connection'b'etween the axle 2 of the car and key 41, which when closed .cuit for energizing the coil 27 as follows: battery 28, conductor 29, coil 27, conductors the links 18 "and the ball weights 19 is broken, so that said ball weights do not properly-respondto the speed of the car.

1 In this case, the sleeve 11 will remain inits lower normal position, with the contact springs 15-15 out of contactwith the ring 13, and when the controller handle 20 is moved to a position where the contact fingers 23 do not engage the contact strip 22 the normally closed circuit through the coil 27 of the electro-pneumatic valve V will be broken and said valve will operate to apply the brakes automatically. If the mechanism connected between the axle of the car and the speed indicating device should break,- in order to permit the car toproceed, it would be necessary to energize the coil 27 of the electro-pneumatic valve by acircuit which is not controlled by the movement of the sleeve 11 of said speed indicating device. A circuit for accomplishing this result is illustrated in the drawing, and comprises a completes a cir- 30 and 42, key 41, and conductors 40 and 36 back to the battery 28. This key =11 may be located in some place where only authorized persons can gain access, or may be arranged in some way so that the motorman will not be able toclose this key and thus interfere with the operation of the speed control apparatus without detection. The speed indicating device, with which the safety device hereinliefore described may he used. may control the speed of the car in some way other than that shown. and also instead of causing the application of the irakcs when the mechani :al connection hetween the axle and the speed indicating device is l)l'Ol tl\. the safety device may he arranged so as to give a warning signal or show in some other way that this mechanical connection is lirolten. it a locomotive is used instead of a motor car the contact fingers '23 and the contact strip 22 will he actuated l) the usual throttle, lever usually used to control a supply of power to steam locomotives. Electrically propelled ,tlIS sometimes have two controllers. one at ach end of the. car. and in such case it will he apparent to those skilled in the art that the contact fingers '23 of these two controllers may he connected in a series or in some other suitable manner so that the movement of either controller heyond a certain point will open the mutually closed circuit for energizing the valve Y.

dthough l have particular y descrilicd the constrtwtion of one physical emliodiment oti m v invention. and explained the op cration and principle thereof: nevertheless. I desire to have it understood that the l'orni selected is merely illustrative. but does not exhaust the possilde physical cmlmdimcnt ot. the idea of means underlying my invention.

llhat I claim as new and desire to secure h Letters Patent ot? the l nited r tatcs. is:

l. in a system to automatically controllin the speed of railway vehicles. in ('Otlh hination: a speed resptnisive device opera tively ctninected to the wheels of a vehicle and driven thereliy. automatic train controlling mechanism controlled liy said speed responsive device. a pair of cooperating con tat-ts operated lry said speed responsive device and closed when it is operated to corres} .nd with a predetermined low speed. a vehicle controller for controlling the supply of pmver to drive said vehicle. a pair of cooperating contacts ope ated by said conlitttlltt and closed in the otl and tirst tew power positions of said controller. it normally closed circuit including two partial circuits in multiple. one ot said two pairs of coope 'ating contacts neing arranged in each or *2. d partial circuits. and means controlled hy said normally closed circuit and rendered active when deenergized.

In a system for antonnttiially controlling the speed o'l 'ailway vehicles. in comhination: a speed responsive device operativeiy connected to the wheels of a vehicle and driven thcre y. a vehicle controller For controlling the supply of power to drive said vehicle. two circuit controlling devices. onc operated hy said speed responsive device and the other hy said vehicle controller. two partial circuits: in parallel and each including one of said circuit controlling devices. the circuit controlling device operated l y said speed responsive device heing closed to a, tinge of speeds above a predetermined low speed. the circuit controlling device operated by said vehicle controller heing closed for the oil and the first few power positions of said vehicle controller and being open for the other power positions. a normally closed circuit including .aid parallel partial circuits. and automatic brake controlling Illtt'llanism controlled hy said normally closed circuit and rendered active when decncrgizcd to cause application of the h'altes of said vehicle.

3. In a system for aut nnatically controlling the speed of railway vehicles. in combination: a speed responsive device ope atively connected to the wheels ot a vehicle and driven therehy. automatic train controlling mechanism controlled liy said speed responsive device. means operated hy said speed responsive device when the speed of the vehicle is less than a predetermined speed. a vehicle controller for controlling the supply of power to drive said vehicle. and means opc atcd l) said vehicle controller in its oll' position and in its first few power positions for preventing the operation ol' said lirst-nicntioncd means.

l. in a system for automatically control ling the speed of ailway vehi les. in comhiuation: a speed responsive device operativcly connected to the wheels of a vehicle and driven llltl'tl automatic .train'con-' trolling me hani m controlled by said speed responsive device. a pair of cooperating contacts operated l) said speed responsive device and clo ed when said speed responsive devi e is operated corresponding to a predetermined low speed. a vehicle controller for cont rolling the supply of power to drive said vehicle. a pair of cm'lperating contacts operated l y said controller and closed in the otl' and first few power positions of said controller. anormally closed circuit including" two partial circuits in multiple. one of said two pairs of cta'iperating contacts heing ar 'anged in each of said partial circuits.

.an electropneumatic valve for controlling the ln-alces ot' said vehicle. said valve licing l1t')l'llltlll energized and causing application of the orakes when t'lei nergized. said valve lieing included in said normally closed circuit. and a circuit for energizing said electropneuniatic valve indepeinlently of said normally closed circuit.

5. in an automatic train control system. a speed responsive device operativelv connected to the wheels ol" :1 vehicle and driven thcreliy. a circuit controller closed hy the peed responsive device when it responds to the, movement of the vehicle. another circuit controller closed when the vehicle is at rest. and a safety device governed jointly by said circuit controllers and rendered active when neither one is closed.

6. In an automatic train control system, a speed responsive device opei'atively connected to the wheels of a vehicle and driven thereby. means independent of said device for deteri'nining when power is applied to place the vehicle in motion, a safety de 'ice, and means for rendering said safety device active when the speed responsive device fails to respond to the movement of the vehicle as determined by said means.

7. In an automatic train control system. means operatively connected to the wheels of a vehicle and caused to assume an opcrative condition when the vehicle is in motion, other independent means having an opertive condition when the vehicle is at rest, and a safety device rendered active when neither of said means is in its operative condition.

8. In an automatic train control system, a movable element. means responding to movement of the vehicle for causing movement of said element when the vehicle is in motion. a safety device. a power controller for the vehicle. and means controlled jointly by said element and said power controller for rendering the safety device active when power is applied to propel the vehicle and said element fails to move 9. In an autoinatic train control system, means governed by the rate of movement of a vehicle and normally having an operative condition when the vehicle lS iH motion. independent means having an operative condition when the vehicle is stationary, and automatic braking mechanism acting to apply the brakes on the vehicle when neither of said means is in its operative condition.

10. In an automatic train control system. means operatively connected to the wheels of a vehicle and normally assuming a predetermined active condition when the ve ling railway vehicles. 'a movable element adapted to be driven by the wheels of the vehicle. a power controller, a circuit controller closed when the movable element is moved by the wheels of the vehicle, another circuit controller opened when the power controller is operated to supply power to propel the vehicle. a safety device. and a normally closed circuit for governing said device having two branches in multiple each including one of said circuit controllers, whereby said safety device. will be operated when power is supplied to propel the vehicle and said movable element fails to move.

12. In a system for automatically controlling railway vehicles. train control apparatus including a driving connection to the wheels of the vehicle. and means for indicating when said driving connection is broken. said means responding jointly to the appli -ation of power to the-vehicle and the changed condition of said apparatus incident to the action-of the driving connection, whereby the application of power to set the vehicle into motion will give an indication of danger unless said traiii control apparatus properlv responds to the movement of the wheels of the vehicle.

\VINTHROP K. HOWE. 

